Truck



Dec. 29, 1942. R. B. CQTTRELL 2,306,3/95

TRUCK Filed April 11, 19404 2 sheets-sheet 1 v .m f.'

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Dec. 29, 1942. B. COTTR'ELL TRUCK Filed April ll, 1940 2 Sheets-Sheet 2 m o? fr@ INVENTOR.

Patented Dec. 29, 1942 TRUCK Robert B. Cottrell, Chicago, 111., .assgnor lto American Steel Foundries, Chicagmlll., a corporation -of New Jersey Application April 11, 1940, Serial No. 329,129

1s claims.

My invention relates to a four :wheel railway car truck of a well known quick wheel change type as set fort'h in detail in my UnitedStates Patent 2,188,641, issued January 30, 1940.

An object of my invention is to design an improved form of such a truck wherein the vload carrying member or bolster will be supported on the .spaced side frames and secured in relation thereto in a novel manner.y

A more particular object of my invention is such a four wheel truck wherein the suppo-rting member or side frame and the supported member or bolster have secured between them a novel form of spring group arrangement which is so constructed and arranged as to afford squaring means for said members as well as novel means of restricting the lateral motion therebetween.

More particularly, my novel arrangement has reference to a composite spring group including a friction absorbing device having one follower secured to the bolster and the opposite follower secured to the side frame so that relative movement between the bolster and side frame distorts the friction absorbing device and compresses a resilient element between the followers thereof, thus storing up energy effective to restore the snubber parts to normal position and thereby return the side frame and bolster to their normal relative positions with respect to-each other.

My'arrangement contemplates a novel form of insert casting used as a tie between the side frame and bolster and also comprising as an integral part thereof a spring cap or, in modified form, a follower of a friction absorbing device or, in yet another form, all three of said elements, the insert member, the spring .cap and the friction absorbing device follower, formed `as a single casting, thereby accomplishing in unique manner the objects and purposes herein set forth.

The friction absorbing device I have illustrated herewith is of novel form as more particularly set forth in my co-pending application .Serial No. 338,028, filed in the United States Patent Office May 31, 1940.

In the drawings,

Figure 1 is a fragmentary side elevation of a car truck embodying my invention.

Figure 2 is a fragmentary top plan view thereof with a top member of the side frame cut away and the bolster removed.

Figure 3 is .a fragmentary sectional View through the truck structure shown in Figures 1 and 2, the section being taken substantially in the transverse vertical plane indicated by the line 3-3 of Figure 1.

Figure 4 is a fragmentary view corresponding in general to that of Figure 1 and showing a modied form of springgroup arrangement.

Figures 5, 6 and '7 show a novel form of combined insert and spring cap member, Figure 5 being a top plan thereof, Figure 6 a side elevation, and Figure '7 an end elevation, half in section, the section being taken substantially in the plane indicated by the line '1 1 of Figure 5.

'Figures 8, 9 and 10 show a novel form of composite spring cap and friction device follower, Figure 8 being a top plan View, Figure 9a sectional view taken substantially in the rplane indicated by the line 9-9 of Figure A8, and Figure 10 a sectional view bisecting the casting at right angles to the section of Figure 9 and substantially as indicated by the line Illi9 of Figure 8.

Figures 1l, 12 and 13 show a further novel composite casting combining .the insert member, spring cap and friction vdevice follower, Figure 1l being a top plan view thereof, Figure 12 a side elevation, half in section, the sectionbeing taken substantially in the plane indicated by the line IZ-.IZ of 'Figure 11, and Figure 13 being an end elevation, half in section, with the section taken substantially along the plane indicated by the line I3-l3 of Figure 11.

Describing my novel truck `e'trrangement in greater detail, the truck side frame generally indicated at 2 is of well known form comprising the compression member 4 and the tension member 6 with the integral column 8 forming therewith the usual bolster opening lil within which may be received the end of the bolster l2.` The said bolster is of the form more particularly described in my said patent and comprises the top lateral shelf portion I4 which is .of a form complementary to the adjacent guide column, said guide column comprising th-e arcuate surface lt interrupted by the central vertical flange I 8. The insert member 20 serves as an additional means of tying together the side frame and bolster, said insert member having vertical end portions with guide surfaces similar to those of the bolster end and complementary to those of the side frame columns as already described. The horizontal web of the insert member 2G has a well known configuration as indicated at 22 (Figure 5), said web being recessed in the bottom wall of the bolster.

Belo-w the bolster opening the tension member 6 is of box section as best seen at 24 (Figure 3) and has the vertical reinforcing center rib 25. The spring seat portion 28 of the tension mem- 5'5 ber is Widenedand Vafforded inboard and outboard sorbing device includes the bottom follower 36 similar in form with the top follower and side wedges 40, 40 together with a central resilient member 42 under compression betweenV saidwedges and follower, all as more particularly described in my said copending application, Serial No. 338,028. The bottom follower 36 is welded as at 44, 44er otherwise firmly secured on the spring seat 28 against relative movement with respect thereto. The composite spring group includes also coil springs 46, 46 arranged around said snubber or in combination therewith in any convenient manner. Y

In my novel form of snubber the follower wedges 36, 36 are capable of relative rotational movement with respect to each other and likewise are capable of relative lateral movement with respect to each other. Any such rotational or lateral movement results in a furtherv compression of the resilient member 42 and accordingly sets up energy therein which opposes any such movement. The greater `the movement the greater the opposition set up within the resilient member. It may be noted also that the friction surfaces between the side wedges and the followers are relatively widely spaced from the center of rotation indicated at 48 so that a relatively long moment arm is afforded, thus increasing the effectiveness of the energy developed. In other words, the snubbing effect of the arrangement I have illustrated is much greater than that of an ordinary snubber because the friction surfaces along which the snubbing eifect is developed are spaced widely apart at relatively great distances from the center of rotation, and this snubbing effect is further augmented by having the top and bottom followers xed with respect to the supporting and supported members. Also, the friction absorbing device is retained in normal assembled relationship by the interengaging means of well known form therebetween as indicated at 50, 50 (Figure 3). This interlocking arrangement limits the expansion of the resilient member 48 which in normal assembly is under some compression between the wedges and followers. Since the top and bottom followers 36, 36 are secured respectively to the top spring plate and to the spring seat of the side frame, the friction absorbing device acts as a member limiting the relative play between said spring plate and said spring seat, thereby restricting the expansion of the springs 46, 46 when the truck is in operation.

As a result of my novel arrangement I may use in the composite spring group springs of relatively great free height as shown in X (Figure 4) as compared with the normal set down height otherwise required to be used in a similar vertical opening as indicated at Y .(Figure 4). By using springs of greater free height I secure a relatively soft spring' action as compared with that which might be used to support a similar weight withinsimilar travel limits..

In such anlarrangement as that I am proposing, the top and bottom followers of the friction absorbing device must be secured against rotational or lateral movement with respect to the bolster and side frame respectively. In the modification shown in Figures 1 to 4 inclusive I have shown the top follower welded as at 44, 44 to the top spring plate 32. It may be integrally formed therewith, however, as hereinafter described or it may be secured with relation to the bolster in any other convenient manner.

In Figures 5, 6 and 'l I have shown the top spring plate and the interlocking member as a single integral structure, the said interlocking member portion being indicated at 22 and the springcap portion at 52. This casting is in generalia composite of the interlocking member of 1 well known form and a spring cap being afforded the inboard and outboard down-turned flanges 54, 54, the said casting having at its ends the upright members 58, 58 presenting spaced convex cylindrical faces 60, 60 with the vertical channel 62 therebetween. On the top of the casting centrally thereof is the upstanding lug '64 forming a means of interlocking the casting with the bolster and serving a similar purpose are the reinforcing ribs 66, 66. The raised central portion of the casting indicated at 22 is designed to be received in a complementary slot in the bottom wall of the bolster in a well known manner.

In the modification shown in Figures 8, 9 and 10 I have shown a composite casting suitable for use as a spring cap and friction absorbing device follower comprising a flat 'plate portion 68 with inboard and outboard anges 10, 18. Centrally of the casting is formed the friction device follower portion in the form of a barrel-like structure having the generally parallel side walls '12, 12 and the flaring end walls 14, 14 with the retaining lugs 1x6, 16 at the ends thereof. The casting is likewise afforded slots 18, 18 at the opposite sides thereof as means of interlocking said casting with downwardly projecting lugs formed on the bolster.

In the further modification of this composite castingshown in Figures l1, l2 and 13 there is included a portion which functions as an insert member to tie the side frame and bolster, having the form already described and generally indicated at 88, aiiat spring cap portion indicated at 82 and a friction device follower portion indicated at 84. Inboard and outboard flanges 86, 86 serve as spring retaining means. The upstanding end portions 88, 88 have a configuration like that of the modification shown in Figure 5 with the cylindrical guide surfaces 98, 90 and the central vertical channels 92, 92 for cooperation with the guide column 'of complementary form. Bolster interlocking means 'are afforded at 94, -94 and the raised configuration indicated at 88 (Figure 11) is designed to be recessed in the bottom wall of the bolster. The friction absorbing device follower 84, integrally formed on the bottom face of the casting includes the substantially parallel side walls 96, 96 and the flaring end walls 98, 98 at the extremities of which are formed the interlocking lugs |00.

When the casting illustrated in Figures 5, 6 and '7 is used at the top vof the composite spring group, the top follower ofthe friction absorbing -device must be secured theretoas by welding or other convenient means in order for the spring group to function in the manner I have described. When the modication of 'Figures 8, 9 and 10 is used, the bolster is interlocked with thecomposite casting against relative lateralor rotational movement by lugs projecting through the openings at 18 in a well known manner and the top follower of the friction absorbing device is thus fixed with respect to the bolster against relative rotation or lateral motion.

When the modification of Figures 11 to 13 is used, the insert portion of the casting is interlocked with the bolster in the usual manner and the friction absorbing device follower integrally formed on the bottom face of the casting is thus fixed with respect to the bolster. In every modification the friction absorbing device functions as a means of limiting the vertical travel of the composite spring group and in every modification the lower follower of the friction absorbing device is xed with respect to the side frame so that it has no relative lateral or rotational movement therewith while the top follower is similarly Xed with respect to the bolster. The friction absorbing device is designed, as more particularly described in my said copending application, to accommodate both lateral and rotational movement between the top and bottom followers thereof and any such movement results in further compression of the resilient member confined between the followers and wedges of the friction absorbing device, thus setting up energy to restore the parts to their normal positions as already mentioned.

It will be seen therefore that I have afforded a novel means of tying together the side frame and bolster of such a truck as that described, said means comprising a composite spring group including as an element thereof a friction absorbing device which functions as a means of opposing lateral mov-ement or relative rotational movement between the side frame and bolster.

It is to be understood that I do not wish to be limited by the exact embodiments of the device shown which are merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

I claim:

1. In a railway car truck, a truss side frame havng bolster guide columns, a bolster having a top shelf portion in cooperation with said columns, and additional interlocking means for said side frame and bolster in the form of an integral casting having upstanding ends cooperating with said shelves and said columns, said casting having a transverse web recessed in the bottom wall of said bolster, a widened portion forming a spring plate, and downwardly projecting walls with internal friction faces forming one follower of a friction absorbing device, another follower secured to said side frame, side wedges in said device interlocking said followers to limit the vertical movement therebetween, and resilient means compressed between said wedges and followers.

2. In a railway car truck, a truss side frame having bolster guide columns, a bolster having a top shelf portion in cooperation with said columns, and additional interlocking means for said side frame and bolster in the form of an integral casting having upstanding ends cooperating with said shelves and said columns, said casting having a transverse web recessed in the bottom wall of said bolster, a widened portion forming a spring plate, and downwardly projecting walls with internal friction faces forming one follower of a friction absorbing device,

another follower secured to said side frame, side wedges in said `device interlocking said followers to limit the vertical movement therebetween, and resilient means compressed between said wedges and follower, lateral movement between said followers further compressing said resilient means to store up energy therein for returning said followers to normal position, said wedges engaging said followers adjacent the edges of said spring plate to afford a relatively long moment arm for friction forces developed therebetween.

.3. In a railway car truck of quick wheel change spring plankless type, a truss side frame having a compression member, a tension member, and spaced columns forming a bolster opening, a spring seat on said tension member beneath said opening with upstanding lateral flanges forming confining means for an associated spring group, a bolster projecting into said opening with guide surfaces cooperating with complementary faces on said column and an interlocking member between said side frame and a portion of said bolster, said interlocking member comprising upstanding ends cooperating with said bolster and said side frame, a transverse web recessed in the bottom wall of said bolster, said interlocking member having integrally formed therewith a spring plate, and

downwardly directed walls having internal friction faces forming a follower for a friction absorbing device.

4. In a railway car truck of quick wheel change spring plankless type, a truss side frame having a compression member, a tension member, .and spaced columns forming a bolster opening, a spring seat on said tension member beneath said opening with upstanding lateral anges forming confining means for an lassociated spring group, a bolster projecting into said opening with guide surfaces cooperating with complementary faces on said column and an interlocking member between said side frame and a portion of said bolster, said interlocking member comprising upstanding ends cooperating with said bolster and said side frame, a transverse web recessed in the bottom wall of said bolster, said interlocking member having integrally formed therewith a spring plate, and downwardly directed walls having internal friction faces forming one follower of a friction absorbing device, and a composite spring group confined between said spring plate and said spring seat, said spring group including a coil spring and a friction absorbing device, the other follower of which is secured to said spring seat, said device comprising side wedges, and a resilient pad compressed between said followers and further compressible therebetween as said followers have relative lateral or rotational movementv with respect to each other.

5. In a four wheel railway car truck of quick wheel change spring plankless type, a side frame having a bolster opening with bolster guide columns, a bolster extending into said opening with a widened top shelf having guide surfaces in cooperation with complementary faces on said columns, and a bolster and side frame interlocking member associated therewith in the form of an integral casting having upstanding ends cooperating with said shelf and said guide columns, a transverse web recessed in the bottom wall of said bolster, and depending walls with opposed friction faces forming a follower of an l associated friction absorbing device, said fric.-

tion faces being aligned transverselyof. said interlocking member at opposite sides thereof in a plane substantially normal to the plane .dened by said ends, thus affording arelatively long moment arm for forces developed therealong.

6. In a four wheel railway car truck of quick wheel change spring plankless type, a side frame having a bolster opening with bolster guide columns, a bolster extending into said opening with a widened top shelf having guide surfaces in cooperation with complementary faces on said columns, and a bolster and side frame interlock-` ing member associated therewith in the form of an integral casting having upstanding ends cooperating with said shelf portion and saidfaces, a transverse web recessed in the bottom wall of said bolster, and walls with friction faces forming a follower of an associated friction absorbing device, another follower of said devicesecured to said side frame beneath said first mentioned follower, side wedges interlocked with said followers and a resilient pad in compression be: tween said wedges and followers, and further compressible as said followers have lateral or rotational movement with respect to each other.

7. In a railway car truck, a bolster and side frame interlocking member comprising a horizontal web portion forming a spring v`plate for an associated spring group, upstanding end` por-` tions with central vertical guide channels, said. interlocking member having integrally formed therewith a friction absorbing device follower, depending flanges along opposite edges of said web portion affording retaining means for said spring group, and diagonally arranged friction surfaces formed at opposite ends of said follower adjacent said depending flanges.

8. In a railway car truck, a bolster and` side frame interlocking membercomprising a horizontal web portion forming a spring plate for an associated spring group and upstanding end portions with central vertical guide channels, said interlocking member having integrally formed therewith a friction absorbing device follower, said 'follower comprising a bell-like structure having relatively widely spaced friction walls at opposite ends thereof, and lugs at the extremities of said walls as a means of interlocking with an associated member.

9. In a railway car truck, a side frame and bolster interlocking member comprisingan integral casting having a flat web portion forming a spring plate interrupted centrally thereof by substantially rectangular walls having internal flaring friction surfaces, said walls forming one follower of an associated friction absorbing device, said member having bolster interlocking means at opposite ends thereof, and spring retaining means at opposite sides thereof, said friction surfaces on said walls being adjacent said spring positioning means and at opposite edges of said member to afford a maximum moment arm. v

10. In a railway car truck, a truss side frame having bolster guide columns, a bolster having a top shelf portion in cooperation with said columns, and additional interlocking means for said side frame and bolster in the form of an integral casting having upstanding ends cooperating with said shelves and said columns, said casting having a transverse web recessed in the bottom wall of said bolster, a widened portion forming a spring plate, and downwardly projecting walls with opposed internal friction faces forming a follower for a friction absorbing device, said friction faces being located at'opposite edges of said casting at the extremities of said walls to aord. a maximum moment arm for forces developed therealong.

11. In a railway car truck, a supporting member, a supported member, and a suspension systern' interposed between said members, said system comprising a top plate secured t0 said supported member against lateral or torsional movement with respect thereto, a coil spring between said plate and said supporting member, and a friction absorbing device between said plate and said supporting member in parallel with said spring, said device comprising a top follower rigidly secured to said plate, a bottom follower rigidly secured to said supporting member, spaced wedges frictionally engaging said followers, and a resilient member under compression between said followers and wedges and affording a'direct force path from each of said wedges and followers to every other thereof.

12..In a railway car truck, supporting andl supported members, and a suspension system interposed therebetween vand comprising a top plate secured to said supported member against relative lateral or torsional movement with respect thereto, a plurality of coil springs interposed between said plate and said supporting member, and a friction absorbing device interposed betweensaid plate and said supporting member in parallel relationship with said coil springs, said friction absorbing device having a top follower iixedly secured to said plate, a bottom follower fixed to said supporting member, lateral wedges interlocked with said followers and in frictional engagement therewith, and a resilient member abutting and compressed by all of said wedges and followers and affording a direct vforce path from each of said followers and wedges to every other thereof.

13. In a railway car truck, a frame having a bolster opening, a bolster supported therein, and a suspension-system interposed between said bolster andframe and comprising a member interlocked with said bolster against lateral or longitudinal movement with respect thereto, said member having integrally formed therewith one follower of a friction absorbing device, an opposite follower fixed to said frame, wedges engaging said followers, and a single resilient member compressed between said wedges and said followers in abutment therewith and affording a direct uninterrupted force path from each of said followers and wedges to every other thereof.

14. In a railway car truck, a supporting member, a supported member, and a suspension system between said members, said system comprlsing an element interlocked with said supported member, said element having an integral friction absorbing device follower, a spaced follower iixed to said supporting member, friction shoes engaging said followers and interlocked therewith, and a single resilient member under compression between all of said followers and shoes and affording a direct force path from each of said shoes and followers to every other thereof.`

15.111 a railway car truck, a frame having a bolster opening, a bolster supported therein, and a suspension system interposed between said bolster and frame and comprising a member interlocked'with said bolster against lateral or longitudinal -movement with respect thereto, said memberhaving integrally formed therewith one follower offa friction4 absorbing device, an opported member, said element having an integral friction absorbing device follower, a spaced follower xed to said supporting member, friction shoes engaging said followers and interlocked therewith, a single resilient member under compression between all of said shoes and followers and affording a direct force path from each of said shoes and followers to every other thereof, and a plurality of coil springs interposed between said supporting and supported members on opposite sides of said device.

ROBERT B. COTTRELL. 

